2007 SUZUKI SWIFT Service Workshop Manual

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CAN Communication System DescriptionS7RS0B1101005
The following control modules and sensors communicate each other.
•ECM (2)
•TCM (1)
•BCM (4)
• ABS control module (3) or ESP® control module (7)
• Combination meter (5)
• Keyless start control module (6)
• Steering angle sensor (ESP ® model) (8)
Communication of each control module and sensor is es tablished by CAN (Controller Area Network) communication
system.
1
2
3
6
5
4
2
7
4
6
5
8
9
[A]
[B]
I7RS0B110001-01
[A]: ESP
® model [B]: Non-ESP ® model 9. CAN junction connector

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CAN communication system uses the serial communication in which data is transmitted at a high speed. It uses a
twisted pair of two communication lines for the high-speed da ta transmission. As one of its characteristics, multiple
control modules can communicate simultaneously. In addition, it has a function to detect a communication error
automatically. Each module reads necessary data from the received data and transmits data. ECM communicates
control data with each control module as follows.
ECM Transmission Data
NOTE
• In communication between ECM and combination meter and between ECM and steering angle sensor (ESP ® model), data is transmitted only from ECM to combination meter and steering angle
sensor. (Combination meter and steering angle sensor does not transmit data to ECM.)
• *1: Hong Kong model only.

ECM Reception Data
Engine torque signal
Accelerator pedal position signal
Throttle position signal
Brake pedal switch signal
A/C refrigerant pressure signal
A/C compressor clutch signal
Fuel consumption signal
Immobilizer indicator light control signal
MIL control signal
Diagnostic trouble code (DTC)
Engine coolant temperature signal
Engine speed signal
Vehicle speed signal
ECM-keyless start control module code TCM BCM
Combination
Meter Keyless Start
ControlModule
Transmit DATA
ECM
ESP® Control
Module ABS Control
Module
(Non-ESP® model)
*1
I7RS0B110002-01
TCM BCM Keyless Start
Control Module
DATA
ECM
Torque request signal
A/T select lever position signal
Transmission actual gear position signal
Transmission oil temperature signal
A/C switch ON signal
Electric load signal
ESP® status signal
ABS active signal
Wheel speed signal (front right)
Wheel speed signal (front left)
ECM-keyless start control module code
ID code of keyless start control module
Receive
ABS Control
Module
(Non-ESP® model)
ESP® Control
Module
I7RS0B110003-02

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Air Intake System DescriptionS7RS0B1101006
The main components of the air intake system are air cleaner (1), air cleaner outlet hose (2), electric throttle body (3)
(for the details, refer to “Description of Electric Throttle Body System”.), and intake manifold (4).
The air (by the amount corresponding to throttle valve (5) opening and engine speed) is filtered by the air cleaner,
distributed by the intake, and finally drawn into each combusti on chamber. Electric throttle body is not equipped with
IAC valve for idle speed control. Idle speed control is done by the throttle actuator (6) which opens/closes the throttle
valve. (For the details, refer to “Description of Electric Throttle Body System”).
Description of Electric Throttle Body SystemS7RS0B1101007
The Electric Throttle Body System consists of electric throttle body asse mbly, APP sensor assembly, ECM and throttle
actuator control relay.
Among them, assembly components are as follows.
• Electric throttle body assembly: throttle valve, throttle actuator, 2 throttle position sensors
• APP sensor assembly: Accelerator pe dal, 2 accelerator position sensors
Operation Description
ECM (5) detects opening (depressed extent of pedal) of the accelerator pedal based on signal voltage of the APP
sensor (1) and using that data and engi ne operation condition, it calculates the optimum throttle valve opening. On the
other hand, it detects the throttle valve opening based on the signal voltage of the throttle position sensor (3) included
in the throttle body (2) and compares it with above calculated optimum throttle valve opening. When there is a
difference between them, ECM controls the duty ratio (100% – 0%) according to this difference to drive the throttle
actuator (motor) (4) included in the throttle body. When th ere is no difference, ECM controls the duty ratio to about
15% to maintain the throttle valve opening . In this way, the throttle valve (17) is opened and closed to achieve the
optimum throttle valve opening.
In this system, as the thrott le position sensor and APP sensor have 2 sensors (main and sub) each, highly accurate
and highly reliable control and abnormality detection are assured. Also, when ECM detects an abnormality in the
system, it turns off the th rottle actuator control relay (8) to step controlling the throttle actuator.
When the throttle actuator control relay is turned off, the throttle valve is fixed at the specified opening below from its
completely closed position (default openin g) by the force of the return spring and open spring included in the throttle
body.
This throttle body is not equipped with IAC valve for idle speed control. Idle speed control is done by the throttle
actuator which opens/closes the throttle valve.
4 2
1
3
5
6
I5RW0A110006-02

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Description of Electric Throttle Body System CalibrationS7RS0B1101008
ECM calculates controlled opening of the throttle valve on the basis of the completely closed throttle valve position of
the electric throttle body system. The completely closed position data is saved in memory of ECM. However, the
completely closed position of the throttle valve of the electric throttle body system (signal voltage from throttle position
sensor when throttle is completely closed) differs one from the other depending on individual differences of the throttle
valve and throttle position sensor. As such individual diff erences must be taken into account for controlling the throttle
valve, it is necessary to register the completely closed throttle valve position data in ECM. When such data is
registered in ECM, it is sa ved in RAM (memory) of ECM and used as the base data for controlling the throttle valve.
This data is cleared, when any of the works described in “Preca utions of Electric Throttle Body System Calibration” is
performed.
Also, after replacement of the throttle body and/or APP sensor , the completely closed position data in memory of ECM
must be cleared once and a new one must be registered, or ECM cannot judge the complete closure position properly.
For the procedure to register such data, refer to “Electric Throttle Body System Calibration in Section 1C”. (After the
completely closed position data is cleared , ECM, for the first time only, opens and closes the throttle valve for about 5
seconds after the ignition switch is turned ON position, for re gistration of the completely closed throttle valve position.
If the engine is started during this registration process, such symptom as “longe r cranking” or “slow rise of revolution
speed immediately after start-up” may occur. However, turning OFF the ignition switch once and restarting will set
correct registration.)
Fuel Cut Control DescriptionS7RS0B1101009
The fuel cut control in the vehicle stop is add ed as follows in order to prevent the over-rev.
Fuel Cut Control Table
4
1
2
17 3 5
6 7
8
9
10
11
12 13
14
15 16
18
I4RS0B110007-02
6. CPU 11. APP sensor (main) signal15. Drive signal of throttle actuator
7. Drive circuit of throttle actuator 12. APP sensor (sub) signal 16. Power supply of throttle actuator
9. From “TH MOT” fuse 13. TP sensor (main) signal 18. Control signal of throttle actuator control relay
10. From main relay 14. TP sensor (sub) signal
Vehicle ConditionOperative Condition
Sto p • Engine r/min > 6,000
• Engine r/min > 4,000 for 180 seconds
Run • Engine r/min > 7,500 (M/T model), Engine r/min > 6,800 (A/T model)

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Generator Control System DescriptionS7RS0B1101010
Generator Control System consists of a generator (1), electric load current sensor (7) located in the main fuse box (4)
and ECM (5).
ECM controls generated electricity (adjusting voltage of IC regulator (2)) so that it is suitable for the engine and electric
load conditions. When the electric load increases quickly, generation load of the generator increases quickly and
causes idling to change. To prevent this, ECM makes generated electricity volume vary gradually to stabilize idling.
Also, it reduces the engine load caused by temporary incr ease in electricity generation to cope with the engine
condition (such as when accelerating).
Operation
ECM controls the generated voltage of the generator using “C” terminal (generator control terminal) duty, based on
following information.
• Engine condition (ECT, vehicle speed, engine speed, TP, etc.) (9)
• Battery voltage (ECM backup power voltage) (10)
• Electric load condition (blower motor, rear defogger, head lights, radiator fan, A/C, etc.) (11)
• “FR” terminal output (field coil (3) cont rol duty) which indicates the operation rate (electricity generation condition) of
the generator.
Then the generator uses “C” terminal duty to regulate the adju sting voltage of the IC regulator with the field coil control
duty so as to control its generated voltage (“B” terminal output voltage).
(For more information of the generated voltage, refer to “Charging System Specifications in Section 1J”.)
Furthermore, the generation condition of the generator is co ntrolled to the optimum level by the electric load current
sensor (7) which detects the electrical load condition (cur rent consumption) linearly even when a sudden electrical
load variation occurs and thus the engine load is reduced.
B
IG
L
C
E
6
2
3
FR
5
12 13
14
1IG1
7
4
8
11
10 9
CMO
FCD
GCD
I6RW0H110005-01
6. Ignition switch
12. BCM 14. CAN driver
8. Battery 13. Combination meter

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Electronic Control System DescriptionS7RS0B1101011
The electronic control system consists of 1) various sensors which detect the state of engine and driving conditions, 2)
ECM which controls various devices ac cording to the signals from the sensors and 3) various controlled devices.
Functionally, it is divided into the following sub systems:
• Fuel injection control system
• Ignition control system
• Electric throttle body control system
• Fuel pump control system
• Radiator cooling fan control system
• Evaporative emission control system
• EGR system
• Oxygen sensor heater control system
• A/C control system (A/C model)
• Camshaft position control system
• Immobilizer control system
• Generator control system
• Controller (computer) communication system
Especially, ECM, BCM, combination meter, TCM (A/T model), ABS/ESP ® control module, steering angle sensor
(ESP® model) and keyless start control module (if equipped) intercommunicate by means of CAN communication.

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Engine and Emission Control System Flow Diagram
Intake manifold
Exhaust gas AirFuel
Va p o r
EVAP canister purge valve
ECM
Barometric pressure sensor
A/C compressor clutch
Generator
Immobilizer
coil antenna
P/S controlmodule
Brake light switch
Air cleaner
IAT
sensor MAF
sensor
A/C refrigerant
pressure sensor
TP
sensor
Throttle body
assembly
Throttle
actuator
Wheel speed
sensor (VSS)
Steering angle sensor (ESP® model)
ABS / ESP® control module
Blower speed
selector
MAP
sensor EGR
valve
Check valve
EVAP
canisterTCM
Exhaust
manifold Exhaust
pipe
Fuel injector
ECT
sensor
Heater
control
HO2S-1 HO2S-2
Engine
CMP
sensor CKP
sensor
Knock
sensor Ignition
coil with
igniter
Fuel tank
Fuel
pump CMP actuator
oil control valve (VVT model) Three way
catalyst
Heater
control
Radiator
cooling fan
Combination meter
· MIL
· Coolant Temp.
· Immobilizer indicator light
· Tachometer
· Speedometer
· Odometer
· Diagnostic trouble code (DTC)
Keyless start
control module
DLC
· Electric load
· A/C switch ON
BCM
Diagnosis
connector
(Hong Kong model) Electric load
current sensor (if equipped)
APP sensor
I7RS0B110004-01

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ECM Input / Output Circuit Diagram
+B
58
IG1 +BB
ST IG2 IG2
60 61
69
BLK/WHT
WHT/RED
BRN/WHTBLK/RED
67
: 72: 73: 5V: 12V 70
59 IG1
YEL/BLK
YEL/GRN
YEL/RED
WHT
BLK/ORN
BLK
BLK
57
62
64
65
63
66
68
5 +B
4PNKBLK/ORN
RED/YEL
7
6GRY/REDRED/BLK
LT GRN
GRY
ORN
+B
BLK/YEL
GRN/BLK
10
ORN
WHT/BLK
9
8
RED
IG1
11
12WHT
BRNRED/BLU
3 3
YEL
BLK/REDBLK/WHT 1
37
38
39
40BLU/YEL
BLU/WHT
BLU/RED
BLU/ORN
42

BRN/YELWHT/RED
GRN/REDGRN/ORN
BLK/RED
BLK
E23-30E23-16
E23-60
E23-1
E23-2E23-29
BLK
WHT
+
+BB
WHT
41BLU/BLK
BRN
2
3
BLU
REDYELWHT
GRN
BLK
LT GRN/BLK
36
34
35
32
WHT
GRNRED
BLU/ORN
LT GRN/RED
RED/YEL
[B]
C37-30E23-31
E23-28
E23-13
C37-58
C37-48
C37-15
GRN/YEL
54
55
GRN/WHTC37-5
C37-6
51
52GRY53E23-47 44
45PNKBLKGRN/WHTE23-15
YEL/RED
YEL/GRN
43YEL
RED
C37-59
C37-60
C37-18C37-19
C37-29
46
47
48
L+
H+
L-
H-
49
LT GRN
GRN
50GRYE23-46
E23-48
C37-4C37-3
C37-17
C37-16
C37-2
C37-1
C37-41C37-42
C37-40
C37-54C37-43
C37-44C37-45
E23-45E23-32E23-35E23-37E23-52
E23-51E23-50
C37-20
C37-21
C37-26C37-27
E23-34E23-36
C37-25
C37-14C37-53
C37-24C37-55
E23-55
E23-57
C37-10
C37-11
C37-5113RED3C37-56C37-52
C37-46
C37-47
C37-57E23-54
C37-50
30
+BB
GRN/WHT
29E23-20
31
DN
BLUE23-12
IG1PNK/BLU
28
C37-23
BLU/YEL27C37-8
C37-28
BRN/WHT
BRNPPL
56
E23-25E23-4
RED/BLUE23-26
71
[A]
16
18
19
18 22
23 22
24
25
21
20
[B] 17
14
IG2
+BB
+BB
REDWHT
BLU/WHT
PPL/WHT
15
REDWHT26
E23-19
E23-5
E23-3E23-18
C37-13C37-12
22
33
3
I7RS0B110005-01